Driving mechanism for automobiles.



A. F. CLARK. DRIVING MECHANISM FOR AUTOMOBILES.

APPLICATION FILED MAY4, 1912.

1,050,761. V -Patnted Jan.14,1913.

' the axle.

UNITED STATES PATENT ormor.

AIBSALOM F. CLARK, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO SIMON FRIEDBERGEB, OF PHILADELPHIA, PENNSYLVANIA.

DRIVING MECHANISM FOR AUTOMOBILES.

To all whom it may concern:

Be it known that I, ABSALOM F. CLARK, a citizen of the United States, residing at Philadelphia, county of Philadelphia, and State of Pennsylvania, have invented a new and useful Improvement'in Driving Mechanism for Automobiles, of which the following is a full. clear, and exact description, reference being had to the accompanying drawings, which form a part of this specification.

The object of my i'nvention is to support the driving mechanism for electrically-propelled automobiles in such manner as to simplify the connection between the motor and the driving axle and particularly to enable the universal joints in the propeller shaft between the motor and the driving axle and the auxiliary torsion tube construction to be dispensed with.

A further object of the invention is to so support the driving mechanism that it will take up or absorb the thrust of the driving axle.

My invention consists of straight line .driving mechanism between the motor and the driving axle in. which a ri id casing connects the motor and the di erential gear casing on the axle and in which the motor is supported from the car body in such a way that it can yield longitudinally relatively to the car body and turn axially and thereby adapt itself to all ordinary strains to which it is subjected Without interrupting or impairing its driving connection with Two preferred embodiments of the invention are shown in the accompanying drawings, in which I Figure l is a sectional view of a portion of an automobile showing an embodiment of my invention. view of same with part broken away. Fig.

- 3 is an end view looking from the left hand side of Fig. 1. Fig. 4 is a sectional elevation showing a modified form of my invention.

Referring first to the construction shown in Figs. 1, 2 and 3: a is the frame of the automobile or other power propelled vehic'le. b is the rear axle. c is the motor. at is the longitudinally extending propeller shaft connected with the rotating element of the motor and extending therefrom to the bevel gearing e by which the differential gearing on the axle b is directly driven. f

is the casing for the differential gearing and Sgecification of Letters Patent.

Fig. 2 is an inverted plan the front end of the motor.

Patented Jan. 14, 1913.

Application filed May 4, 1912. Serial No. 695,160.

g a'bell secured to the end of the motor nearest the axle b. h is a casing for the propeller shaft. rigidly secured at opposite ends to the bell g' and casing f. On the car body, at

guides are also rectangular shaped in crosssection, but are longer than the width of the ears, so as to permit the latter to slide in the guides. Secured to the cross-piece i are holders n. Extending between and securedto the holdersm and non each side of the motor is a multiple leaf spring 0. j is a bell secured to the front end of the motor. Secured to the cross-piece 2' is a sleeve 3) the longitudinal center of which is in alinementwith the axis of the motor. 1' is an adjustingcap screwed into the end of the sleeve more remote from the motor. t is a piston slidable' in the sleeve and pressed forward toward the bell j on the adjacent endof the This conmotor by means of a spring 8. struction acts as a buffer to absorb the end thrust of the driving mechanism.

By the foregoing construction the motor is flexibly supportedfrom the springs 0 and is capable of rocking more or less on its axis by reason of the flexing of the springsv 0, which, at the same time serve as an adequate support for the motor. By reason of the capacity of the motor to slide longitudinally in the holders n, the thrust of the axle Z) does not affect the motor support, and the bufi'erin front of the motor yielding resists, and absorbs, the end thrust of the driving mechanism.

The construct-ionshown in Fig.4 is the same as that just described except that the motor-supporting springs 0 extend rearwardly from the motor instead of forwardly and are supported from holders u'secured to a cross-piece 1) located atthe-rear of the motor. From a second. cross-piece 10, located at the front of the motor, extends downward a leaf spring m which engages The spring 21 is adjusted by means of an adjusti g screw 3 on a hanger 2 depending from tie crosspiece w. The. operation of .this embodiment of my invention isthe-same as that previ- ,ously described for the other embodiment,

the spring performing the function of a buffer to absorb the end thrust of the driving mechanism.

Having now fully described my invention, what I claim and desire to protect by Lettors Patent is:

1'. The combination with the vehicle frame and the driving axle, of a motor, gearing engaging the axle, a shaft connecting the motor and gearing, the gear casing, a casing connecting the motor and gear casing, and flexible motor support-s connected with the car frame and With the motor on opposite sides of its longitudinal axis and permitting the motor to move vertically relatively to the ear frame, said connections comprising means permitting the motor to slide longitudinally relatively to the car frame.

2. The combination with the vehicle frame and the driving axle, of a motor, gearing engaging. the axle, a shaft. connecting thev relatively to the car frame, and a buffer adapted to 'yieldingly resist longitudinal movement of the motor.

3. The combination with the vehicle frame and the driving axle, of a motor, gearing engaging the axle, a shaft connecting the motor and gearing, the gear casing, a casing connecting the motor and gear casing, holders on Which the motor is supported and longitudinallymovable, and vertically yielding flexible connections between the vehicle frame and the holders by which the latter are supported. v

4. The combination with the vehicle frame and the driving axle, of a motor, gearing engaging the axle, a shaft connecting the motor and gearing, the gear casing, a casing connecting'the motor and gear casing, holders onwhich the motor is supported and longitudinally movable, vertically yielding flexible connections between the vehicle frame and the holders by which the latter are supported, and a buffer adapted to receive the end thrust of the driving mechanism.

5. The combination With the vehicle frame and the driving axle, of amotor, gearing engaging the axle, a shaft connecting the motor and gearing, the gear casing, a casing connecting the motor and gear casing, a cross-piece on the car frame in proximity to the end of the motor more remote from the driving axle, holders on opposite sides of the motor, ears on the motor slidable in guides on the holders, holders on the crosspiece, multiple leaf springs connecting respectively the pair of holders on opposite sides of the motor, and a buffer secured to the same cross piece and adapted to yield ingly resist longitudinal sliding movement of the motor.

6. The combination with the vehicle frame and the driving axle, of a motor, gearing engaging the axle, a shaft connecting the motor and gearing, the gear casing, a casing connecting the motor and gear casing, flexible motor supports connected With the car frame on opposite sides of the longitudinal center line of the motor and connections between .the flexible mot-or supports and the motor including parts carried respectively by the motor and the supports an slidable one upon the other in the' direction of the longitudinal extension of the car frame.

In testimony of which invention, I have hereunto set my hand, at St. Petersburg, Florida, on this 10th day of December, A. D. 1912.

AB SALOM F. CLARK.

\Vitnesses R. H. SUMNER,

CLARENCE H. NEIMYER.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents.

" Washington, D. C. 

